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• Proposes an urban rail transit vulnerability assessment matrix. • Applies this framework to assess metro station vulnerability in Hong Kong. • Half of the metro stations had ambient roads more congested during disruptions at peak-hours. • Very highly vulnerable stations were identified for targeted resilience plans. Transport systems are confronting challenges under disruptive events. In transit-oriented cities, the heavy reliance on urban railways makes the transport system ever more vulnerable. Extant literature has paid much attention to urban rail transit vulnerability and resilience against natural disasters. Yet, less focus has been put on disturbances caused by people. In this study, by integrating the on- and off-road situations, we assess the urban rail transit vulnerability under the Anti-extradition Law Amendment Bill (Anti-ELAB) movement in Hong Kong in 2019, during which the Mass Transit Railway (MTR) services were severely disrupted. Our results show that very highly vulnerable stations are spatially concentrated in traditional urban core areas. It is also observed that roads around some new town stations became more congested during service disruption. When disruptive events occurred during non-peak hours, the level of congestion in more than half of stations' ambient roads did not show significant changes. This study sets forth a rail transit vulnerability assessment matrix and suggests that future assessments of transport vulnerability should take a more holistic approach and consider both on- and off-road traffic situations. The findings also provide directions for building resilient cities in the future. [ABSTRACT FROM AUTHOR]

This study examines the nexus between high-speed rail (HSR) stations and city evolution from an urban science perspective. We analyzed 1627 HSR stations built from 1976 to 2021 in 533 Chinese and European cities. Node or activity clusters in cities are identified through the street network. Then, the urban forms of Chinese and European cities are compared and the Zipf's law is tested. We found that activity clusters in Europe tend to be more contiguous and clustered, suggesting a clear downtown. In Chinese cities, these clusters are more scattered, suggesting polycentric urban development. When the Zipf's law is applied to the size distribution of activity clusters, the rank-size rule is supported both at the aggregate and country levels. Generally, it takes roughly two decades for an HSR station to be able to mature in attracting related development, such as residence and businesses, to complete the exploration process of city evolution. Finally, contributory factors for the integration of HSR stations with the urban fabrics are examined. Apart from the size of the city, economic power, station features and the spatial pattern of activity clusters, the relative location of the HSR station in relation to the urban form matters. Our study contributes both to the HSR and urban science literature, and has practical implications for locational decisions about HSR stations. • Analyzed 1627 HSR stations built from 1976 to 2021 in 533 cities • Measured activity clusters from an urban science perspective • Urban forms of Chinese and European cities are compared and Zipf's law is tested. • Contributory factors for integration HSR stations with urban fabrics are identified. • City size, GDP, station features, and size of nearest node clusters matter [ABSTRACT FROM AUTHOR]

Traffic congestion has been a persistent problem in cities globally. Theoretically, commuting-related congestion can be relieved by promoting working from home (WFH). Amid the COVID-19 pandemic, WFH arrangement has been encouraged or enforced to reduce the spread of the coronavirus. Under these circumstances, it was reported that traffic congestion has been alleviated in many cities. However, changes in congestion patterns within a city have not been studied in-depth. In this study, we analysed the congestion index (CI) at peak hours, when commuting-related congestion is typically most serious, throughout different waves of the pandemic in Hong Kong. Results show that under WFH arrangement, peak-hour congestion has been alleviated. Within a day, morning peak congestion was more relieved. Spatially, significant drops in CI were found not only in the central business district and urban cores but also in some new town areas. This paper has significant implications for urban planners in creating more sustainable cities that duly consider the commuting needs of residents, and cautions against the optimism that WFH can relieve urban transport problems despite jobs-housing imbalance. While the WFH arrangement has potentials to ease commuting congestion, future e-working and transport measures need to take spatial and temporal dimensions into account. • Spatio-temporal dynamics of urban traffic congestion under COVID-19 were captured. • In Hong Kong, work from home had a bigger impact on morning than evening peak. • Morning peak congestion relief was not only limited to the CBD. • The two commuting peaks were identifiable even during work from home periods. • About 25% of planning units had lower peak-hour congestion under the "new normal". [ABSTRACT FROM AUTHOR]

Identifying congested areas for implementing road pricing is a complicated task, especially as traffic speed and other census data may not be readily available before a detailed feasibility study is commissioned. In this study, we introduce a spatial approach to identify areas with road traffic congestion within cities. The results obtained are validated against the empirical traffic speed data in four Asian cities, i.e. Bangkok, Hong Kong, Kuala Lumpur, Singapore, from 2018 to 2020. Moreover, the findings are also compared with a more detailed conventional method of using job density to identify areas of high traffic congestion. The comparisons show that the spatial approach is both efficient and effective. Through applying the method to London, Milan and Stockholm, the study also demonstrates other potential empirical applications in reviewing the boundaries of existing congestion charging zones. • A spatial approach in identifying potential road congestion charging zones is provided • Validity of the methodology is tested with traffic speed in four Asian cities • Effectiveness is compared with another methodology based on job density • Potential applications in cities with road congestion charging are discussed [ABSTRACT FROM AUTHOR]

Context: The annual consumption of opioid analgesics in the U.S. was more than 10 times the world average, whereas that in China was at a moderate level within Asia but much lower than the worldwide average. The opposite situations of opioid use in the U.S. and China revealed totally different problems in the developed versus developing world, that is, overuse versus underuse of opioids.Objectives: This study analyzed the clinical consumption, estimated the needs of pain treatment, and evaluated the adequacy of opioid analgesic consumption in mainland China and its seven regions.Methods: A retrospective analysis of the national and regional consumption of opioid analgesics in mainland China during 2006-2016 was conducted. The adequacy of consumption measure was used to gauge the overall adequacy of opioid analgesic consumption in morphine equivalents (MEs) for the treatment of moderate-to-severe pain in mainland China and compared with international data. Annual per capita consumption was adopted to measure the clinical consumption of opioid analgesics in MEs at a national level and across seven regions of mainland China. Needs of morphine for cancer pain treatment in mainland China and in its seven regions were estimated and compared with the clinical consumption of opioid analgesics in MEs.Results: The adequacy of consumption measure of mainland China ranged from 0.0041 to 0.0088 during 2006-2016, which was less than 1% of that in the reference countries. The poor North East region had only 10.85% of the cancer pain morphine needs fulfilled. The highest fulfillment rate was 36.02% in rich Southern China, which was 25.9% at the national level.Conclusion: The clinical consumption of opioid analgesics for the treatment of moderate-to-severe pain in mainland China was far below the international level. The annual per capita of clinical consumption was lower, and the adequacy of cancer pain treatment was poorer in less developed areas. All these findings call for actions to strengthen pain management. [ABSTRACT FROM AUTHOR]